Mitsubishi Pajero Sport vs Holden Equinox

What's the difference?

The Mitsubishi Pajero Sport is a very capable off-road vehicle and it also functions quite well as a daily driver. And in top-shelf GSR guise, it has plenty of standard features onboard. 

This 4WD wagon is infrequently outmatched when faced with serious 4WD challenges and, even though the whole package is feeling more than a bit dated, the Pajero Sport still represents a decent value-for-money option in an increasingly expensive car market.

Overlook the Holden Equinox LTZ-V and you could miss out on a practical, spacious and value-for-money mid-sized SUV. Concerned about Holden’s exit from Australia and how this affects servicing and parts? Well Holden has assured us that it will provide servicing support for 10 years following its closure at the end of 2020. If anything, you could be picking up a bargain and one of the last cars to wear a Holden badge.

SUV wagons based on utes (Ford Everest, Isuzu MU-X et al) all share a similarly inoffensive generic kind of look.

The Pajero Sport is easy enough on the eye.

Big cheesy grin grille? Check. Flowing curves? Check. Sharp creases? Check. Irregular shapes? Check.

The Equinox is a bit of a mishmash of design elements which doesn't win this reviewer over.

The sloping, broad grille bears more than a passing resemblance to the Cadillac family face, and hints at the Equinox’s American origins. In the United States the SUV wears a Chevrolet badge, although ours is built in Mexico.

The shape of the rear-side window is also a little jarring to me. If you want to see something you’ll never be able to unsee, take a look at my video above where I turn this mid-sized SUV into a small sedan. That sounds ridiculous but, trust me, watch it and be amazed.

How big is the Equinox? Just when you thought the design of the Equinox couldn’t get any more peculiar it does. The Equinox is longer than most of its rivals at 4652mm end-to-end but about the same width at 1843mm across (2105mm to the ends of the wing mirrors).

Telling the LTZ and the LTZ-V apart is tricky, but you can spot the top-grade Equinox by its sunroof and a metallic window garnish around the widows of the rear doors.

Inside is a premium and modern cabin. There’s a high quality feel here from the materials used on the dash, seats and doors, to the display screen which sits at an angle that’s perfect for my reach, although others in the CarsGuide office aren’t quite as enamored with it.

Many cars are dressed up at the front of the cabin, but lack the same treatment in the rear, and the Equinox is a case in point, with hard plastics used around the window sills and the back of the console.

The Pajero Sport is 4825 millimetres long with a 2800mm wheelbase. It is 1815mm wide, 1835mm high and it has a listed kerb weight of 2125kg.

Up front, the seats (power-adjustable driver and front passenger) are very supportive, with a nice wrap-around feel to them.

The steering wheel has paddle shifters for sporty shifting and it is reach- and height-adjustable.

The dash and 8.0-inch touchscreen media unit are nicely integrated, but that screen is too small – and that’ll be rectified somewhat with the likely introduction of a 9.0-inch screen in the 2025 Pajero Sport. 

All buttons and dials on the current Pajero Sport are easy to locate and operate, even when you're bouncing around off-road.

Second-row passengers have access to three top tether points, two ISOFIX points and a fold-down armrest with cupholders. There are USB charge points and a power socket in the back of the centre console bin.

The second row is rather comfortable. I sat behind my driving position and there was plenty of head and legroom. 

Passengers in the third-row seat have access to cupholders and air vents.

In terms of packability, the Pajero Sport’s cabin is quite narrow compared to most of its rivals and there are plenty of other SUVs and 4WD wagons around that offer more room inside for people, gear and dogs.

Boot space is a listed 131 litres with the third-row seats in use and there are power sockets and tie-down points in that rear space. 

Fold the third row out of the way and cargo space increases to 502 litres. With the second and third rows stowed away, there is a combined 1488 litres of cargo space.

All in all, the Pajero Sport’s interior is a functional space, but it’s feeling a bit dated.

For reference, the 2024 Triton will be 15mm longer (5320mm, with a longer wheelbase 3130mm) and 50mm wider (1850mm) than the current generation model. And with the 2025 Pajero Sport set to follow suit, that’ll mean more space in the wagon’s cabin for driver, passengers, gear and your dogs. 

The 2024 Triton’s newly developed ladder-frame chassis is claimed to have a 40 per cent increase in bending rigidity and a 60 per cent increase in torsional rigidity over the current generation.

The upcoming Triton will also get a towing capacity boost from 3100kg to 3500kg, bringing it in line with its rivals.

So, following on from the Triton’s changes, the 2025 Triton-based Pajero Sport will be bigger, heavier and with greater towing capacity.

The Equinox’s greatest strength is its spaciousness and much of that comes down to its wheelbase.

See, the longer a car’s wheelbase the more room there is for the passengers inside. The  Equinox’s wheelbase is longer than most of its rivals (25mm longer than a CX-5’s) and that goes some way to explaining how, at 191cm tall, I can sit behind my driving position with plenty of knee room.

The longer wheelbase also means the rear wheelarches don’t cut far into the back doors, which allows for a wider aperture and easier access.

So, if you have young kids like me, they’ll find it easy to climb in, but if they’re really little the large opening will make it easy for you to put them into their car seats.

Headroom, even with the LTZ-V’s sunroof, is good in the back seats, too.

Cabin storage is excellent: the centre console bin is enormous, the door pockets are large; there are four cupholders (two in the back and two up front),

Even with all this extra room, however, the Equinox is only a five-seater SUV. Still, that leaves you with a large boot with cargo capacity of 846L when the rear row is up and 1798L with the second-row seats folded.

The Equinox has power outlets galore: three 12-volt sockets, a 230-volt power point; five USB ports (including one type C); and a wireless charging bay. That’s more outlets than any mid-sized SUV I’ve tested.

A flat floor in the second row, large windows and comfortable seats complete a well-appointed and practical cabin.

Really, the only reasons the Equinox doesn't score 10-out-of-10 here is the lack of a third-row seat, and sunshades or privacy glass for the rear windows.

The Holden Equinox LTZ-V is the fanciest version you can buy with its list price of $46,290. That may sound expensive, but the standard features list is massive.

There’s an 8.0-inch screen with Apple CarPlay and Android Auto, sat nav, heated leather seats, dual-zone climate control, a Bose sound system with digital radio and also wireless charging.

Then there are the roof rails, the front fog lights and LED headlights, heated wing mirrors, and 19-inch alloy wheels.

But you get all that on the grade below it, too - the LTZ for $44,290. So, adding the V to LTZ along with an extra $2K adds the panoramic sunroof, ventilated seats up front, and a heated steering wheel. Still great value, but not as good as the LTZ.

Also, as Holden gets closer to the 2021 finish line you can expect the prices of it cars and SUVs to be heavily discounted - after all, everything must go

If you’re considering an Equinox, you could do a model comparison with the Mazda CX-5 or Honda CR-V. The Equinox is a five-seater, mid-sized SUV, so, if you’re looking for seven seats but roughly the same size and price there’s the Hyundai Santa Fe.

The Pajero Sport has a 2.4-litre, four-cylinder, turbo-diesel engine, which produces 133kW at 3500rpm and 430Nm at 2500rpm, and it has an eight-speed automatic transmission.

This is not a dynamic combination, but it’s a well-proven and respectable one. 

The GSR has Mitsubishi’s 'Super Select II' 4WD system and a rear diff lock. The Super Select dial sits to the rear of the shifter and enables the driver to switch from '2H' (two-wheel drive), '4H' (4WD high range), '4HLc' (4WD High Range with locked centre diff) and '4LLc' (4WD Low Range with locked centre diff).

The driver is able to safely switch between 2WD (2H) and 4WD (4H, 4HLc) at speeds up to 100km/h.

The GSR has a button-operated off-road mode system – with 'Gravel', 'Mud/Snow', 'Sand' or 'Rock' settings, each of which tweaks engine output, transmission settings and traction control to best suit the terrain – and hill descent control. 

The 2024 Triton will retain the current-generation’s engine but it will have a twin-turbo and it will produce more power: 150kW at 1500rpm over the current engine’s 133kW at 3500rpm. The new Triton will have a maximum tuned torque figure of 470Nm; the outgoing Triton produces 430Nm.

The upcoming Triton will keep the six-speed automatic transmission.

The 2025 Pajero Sport will have that new twin-turbo engine, but it’ll paired with an eight-speed auto.

The Equinox LTZ-V has the most powerful engine in the Equinox line-up – a 188kW/353Nm 2.0-litre four-cylinder turbo-petrol engine.

The only other grade in the line-up to have this engine is LTZ, although it doesn’t have the LTZ-V’s all-wheel drive system.

It’s a powerful engine, especially considering that it’s just a four cylinder. Only a bit more than a decade ago V8s were making less power.

The nine-speed automatic transmission shifts slowly, but I found it to be a smooth unit at all speeds.

Official fuel consumption for the Pajero Sport GSR is 8.0L/100km on a combined cycle.

Its real-world fuel figure on this test, from pump to pump, was 9.6L/100km. 

The Pajero Sport has a 68-litre tank, so, with that sort of fuel-consumption figure, you can reasonably expect a driving range of approximately 680km from a full tank, but that’s after having already factored in a safe-distance buffer of 30km.

Holden says the Equinox LTZ-V all-wheel drive with the 2.0-litre turbo-petrol four-cylinder and nine-speed auto transmission will use 8.4L/100km over a combination of open and urban roads.

My fuel test covered 131.6km, with 65km of that being city and suburban roads, while 66.6km were on the motorway almost entirely at 110km/h.

At the end of that I brimmed the tank with 19.13L of 95 RON premium unleaded which works out to be 14.5L/100km.

The trip computer disagreed and reported 13.3L/100km. Either way that’s a thirsty mid-sized SUV and it hadn’t even been carrying a full load of people or cargo.

The Pajero Sport is reasonable on-road, although it is quite sluggish, not very dynamic, a bit noisy and there’s quite a lot of body-roll through sharp turns.

But it is a very nimble and capable off-roader, largely because the driver is able to tap into a few different things that have been engineered into the car to help them conquer tough low-range challenges.

The GSR has selectable off-road modes, including Gravel, Sand, Mud/Snow (when in high-range 4WD) and Rock (when in low-range 4WD).

Each of these modes adjusts engine output, transmission settings and braking, the aim being superior traction to suit specific conditions and terrains. 

But one of the major points of difference with its rivals is the fact the GSR has Super Select II 4WD. You can switch, via a dial to the rear of the auto shifter, from 2H into 4H (four-wheel drive, high-range), if you're not already driving with 4H engaged, and that gives you the best traction possible in low-traction conditions, which you may face on back-roads and dirt tracks.

There's no risk of transmission wind-up because the centre diff is open when 4H is engaged in the Pajero Sport, so Super Select II 4WD adds an extra element of safety and sure-footedness to your driving experience.

Then turn the dial to 4HLc (four-wheel drive, high-range, locked centre diff) and you're ready to take on more difficult terrain but at lower speeds, because the centre diff is no longer open.

If you're keen to tackle even harder stuff than high-range territory, turn the dial to 4LLc (four-wheel drive, low-range, locked centre diff) and the Pajero Sport has an opportunity to excel in low-speed low-range four-wheel driving.

So, along with decent high- and low-range gearing and a centre diff-lock – which is activated when 4HLc (4WD high-range, locked centre diff) or 4LLc (4WD low-range, locked centre diff) is selected – the Pajero Sport has a rear diff lock, which is engaged/disengaged via a button in front of the shifter and this further help you to easily maintain safe forward momentum. Hill descent control sustains a controlled low speed of 3.0-4.0km/h all the way down steeper, longer hills.

Its riding on Toyo Open Country A32 all-terrain tyres (265/60R18 110H) but it would perform even better with more aggressive rubber.

Wheel travel is okay, ground clearance (218mm) is reasonable, although you still have to mind your driving line through rough terrain and be mindful of approach (30 degrees), departure (24.2) and ramp-over (23.1) angles. Wading depth is listed as 700mm.

All-around, the Pajero Sport is an effective off-roader, and does everything in a safe and controlled way.

The Equinox’s handling isn’t superb and the ride could be more comfortable, but this is an SUV with far more good points than bad.

Such as impressive power from that four cylinder engine, and an all-wheel drive system which provides excellent traction, to the good visibility, and a stack of safety features.

But while I can excuse the average dynamics, the 12.7m turning circle proved annoying in car parks. Not knowing you can make U-turns in the space provided is an anxiety you should only experience when driving a bus.

Five-point turns aside, the LTZ-V is easy to drive, with accurate steering providing good road feel.

The Holden Equinox was given the maximum five-star ANCAP rating when it was tested in 2017.

Coming standard is advanced safety technology such as AEB with pedestrian detection, blind spot warning, rear cross traffic alert, lane keeping assistance and adaptive cruise control.

For child seats there are two ISOFIX mounts and three top-tether points. There’s also a rear-seat alert to remind you there are children sitting in the back, when you park and switch off the vehicle. Don’t scoff… it’s happened to parents before.

Front and rear parking sensors are standard, but in the media menu you can swap the ‘beeps’ for ‘buzzes’ that vibrate the seat to let you know when you’re getting close to objects.

The driver’s seat that is, if everybody’s seat buzzed that’d be weird. Actually, who am I kidding – it’s weird that even the driver’s seat buzzes. 

The rear-view camera is good, and the LTZ-V comes with a 360-degree view, as well – great for when kids are running around the car.

A space saver spare wheel sits under the boot floor.

The Pajero Sport is covered by a 10-year/200,000 kilometre new car warranty, (whichever occurs first and when all scheduled services are completed at a Mitsubishi dealership), 10 years of capped price servicing, and four years of roadside assistance.

Service intervals are set for 12 months or 15,000km, and capped price servicing covers the first 10 regular services at those scheduled 15,000km/12 month intervals.

The average cost per service (over 10 years) is $599 – and that’s been calculated by CarsGuide’s crack team of bean-counters.

The Holden Equinox is covered by a five-year, unlimited kilometre warranty. At the time this review was published Holden was offering seven years’ free scheduled servicing.

But normally, the Equinox is covered by a capped price servicing program which recommends servicing annually or every 12,000km and costs $259 for the first visit, $339 for the second, $259 for the third, $339 for the fourth and $349 for the fifth.

So, how will servicing work after Holden closes down? In Holden’s February 17, 2020, announcement that the company will cease trading by 2021 it said that it would support Australian and New Zealand customers in honouring all existing warranties and guarantees, while providing servicing and spare parts for at least 10 years. The current seven-year free servicing offer will also be honoured.